High performance synchronous transmission

ABSTRACT

A high performance synchronous transmission to be used aboard a motorcycle for transmitting the motion generated by an engine to a driving wheel, between a crankshaft and a hub shaft parallel therebetween and perpendicular to the median plane of the motorcycle, comprising on the crankshaft a centrifugal clutch, for the automatic engagement of the first speed above a predetermined rotation regime, and a driving pulley apt to transmit the motion through a subsequent kinematic chain, is provided with a coupling between crankshaft and driving pulley which connects them directly, by determining with its own engagement the exclusion of said centrifugal clutch, said coupling being controlled in disengagement when a control lever is in active position.

The present invention relates to a high performance transmission, inparticular to be used aboard a motorcycle, such as a scooter, as elementfor transmitting the motion generated by a motor to a driving wheel, inparticular the rear wheel of the motorcycle.

In the latest generation scooters, the most commonly used transmissionis of CVT (Continuously variable transmission) type, known as continuoustransmission or continuous variator.

It has the advantage of either providing a continuous traction and notrequiring the manual actuation of the different ratios. However, byusing elements of sliding type, such transmission is characterized by alow performance, above all in the transitory procedures when thehysteresis effect of the transmission belt is maximum.

This pushes downwards the general performance of the vehicle andincreases the consumption thereof.

On the other hand, a much felt need in the field is that of limiting theconsumption as much as possible, however maintaining, whenever requestedby the market, the comfort level thereto the users got used by the CVTgearbox.

The object underlying the present invention is then to increaseconsiderably the overall performance of the transmission in two-wheelvehicles for urban transport.

However, in the design of a transmission for scooters and the like,there is a base constraint which consists in that the crankshaft, whichreceives the motion from the piston in the cylinder, and the hub shaft,which transmits at the end of the transmission kinematic chain themotion to the rear wheel, are parallel therebetween and they arearranged at a distance depending from the engine position.

If, with a transmission of CVT type, these two shafts are substantiallyconnected by a belt extending between two pulleys kinematicallyconnected to such shafts by filling-in the distance therebetween, thisscheme is not easy to be applied in case of a synchronous transmission,which uses a plurality of toothed wheels engaged therebetween withdifferent transmission ratios, but with the constraint that they cannotbe placed all side-by-side.

Moreover, another inherent difficulty in a synchronous transmission isthe need for having an automatic gearbox, according to the operatingcondition of the vehicle. In fact, it is necessary to implementincreasing or decreasing shifts without producing wrenches, jerks andabrupt slowing-down, with maximum running graduality and mildness.

The solution idea, to the problem of providing a transmission of theabove-mentioned type, consists in optimizing the performance of thetransmission itself, which could use a synchronous belt between twotoothed pulleys or in case another synchronous system, for example apinion-chain-toothed wheel system, and however a high performancesystem, for transmitting the motion between crankshaft and hub shaft,with fixed transmission ratio, instead of the CVT belt with variabletransmission ratio, and a mechanical gearbox which, with a predefinednumber of ratios, replaces the ratio variations obtained by the pulleysof a CVT.

In particular, this new type of transmission has the problem of having acentrifugal clutch for automatically engaging the first speed above acertain engine rotation regime, but such clutch should not disengage ifthe rotation regime of the crankshaft decreases below a predeterminedvalue in second or higher speed, in order to avoid an irritating runningdiscontinuity and the need for keeping the engine running at high regimein speeds higher than the first one.

Therefore, the above-mentioned problem is solved by a high performancesynchronous transmission as specified above as defined in the enclosedclaim 1.

The main advantage of the high-performance transmission according to thepresent invention lies in the fact that the centrifugal clutch acts onlyto engage the first speed and it disengages only in first speed, below acertain rotation regime, but it remains engaged below that regime in thehigher speeds.

The present invention will be described hereinafter according to somepreferred embodiments thereof, provided by way of example and not withlimitative purposes by referring to the enclosed drawings, wherein:

FIG. 1 shows a side elevational view of a scooter incorporating thetransmission according to the present invention;

FIG. 2 shows a perspective view of the transmission of FIG. 1, closed inits container, and of the related engine block;

FIG. 3 shows a front view of an embodiment example of high performancesynchronous transmission according to the present invention, withoutouter casing;

FIG. 4 shows a perspective top view and a view in flat longitudinalsection of the transmission of FIG. 3;

FIG. 5 shows a top plan view of the transmission of FIG. 3;

FIG. 6 shows a rear perspective view of the transmission of FIG. 3;

FIG. 7 shows a perspective section view of a first detail of thetransmission of FIG. 3;

FIG. 8 shows a perspective view of a second detail of the transmissionof FIG. 3;

FIG. 9 shows a perspective view of some components of the first detailof FIG. 7;

FIG. 10 shows a front and perspective view in partial section of a thirddetail of the transmission of FIG. 3,

FIG. 10A shows a connecting scheme to combine the details of theprevious figures;

FIG. 11 shows a top perspective partial view and a flat longitudinalsection view of the transmission of FIG. 3, that is of the right sidethereof;

FIG. 12 shows a perspective section view of a fourth detail of thetransmission of FIG. 3;

FIGS. 13A and 13B show a perspective view and another perspective viewin partial section of a fifth detail of the transmission of FIG. 3,respectively;

FIG. 14A shows several schemes for actuating the transmission of FIG. 3,according to some variants thereof;

FIG. 14B shows an operation diagram describing the behaviour of someportions of the fifth detail of FIGS. 13A and 13 B;

FIGS. 14C and 14D show a perspective view and a side view of a componentof the fifth detail of FIGS. 13A and 13B otherwise not visible in suchfigures, respectively;

FIG. 15 shows a top perspective partial view and in flat longitudinalsection of the transmission of FIG. 3, that is of the left side thereof;

FIG. 16 shows a perspective view of a sixth detail of the transmissionof FIG. 3;

FIG. 17 shows a first perspective section view of the sixth detail ofFIG. 16;

FIG. 18 shows a second perspective section view of the sixth detail ofFIG. 16;

FIG. 19 shows a third perspective section view of the sixth detail ofFIG. 16;

FIGS. 20A, 20B and 20C show respective perspective views of somecomponents of the sixth detail of FIG. 16, in particular FIGS. 20A and20B show respective sides of the same component;

FIG. 21 shows a schematic view of an additional component of the sixthdetail of FIG. 16;

FIG. 22 illustrates the operation of said sixth detail of FIG. 16 inrelation to the component of FIG. 21;

FIG. 23 shows a perspective view of a seventh detail of the transmissionof FIG. 3; and

FIG. 24 shows a section section of the seventh detail of FIG. 20.

By referring to FIGS. 1 and 2, a motorcycle, and in particular ascooter, is designated as a whole with 100. The invention relates to thefield of the vehicles with a saddle, or straddle vehicles which aredriven astride, generally, with two, three or four wheels, withparticular reference to the scooters having a propulsion unit arrangedin a position under a saddle 101, inside a chassis 102, which herein isrepresented laterally, extending from a front wheel 103, controlled byhandlebar 104 to a driving rear wheel 105.

The propulsion unit 106 (FIG. 2) or, briefly, the engine is of the typehaving one or more cylinders arranged in a position approximately tiltedon the median plane of the vehicle corresponding to the rotation planeof the two wheels during the forward rectilinear running.

The engine 106 has an engine block 107 in one single piece whichreceives, in the present embodiment example, a cylinder 108 and arelated (not shown) piston.

The piston acting in said cylinder 108 is connected to a crankshaft 2positioned transversally and perpendicularly to said median plane. On arepresented side (FIGS. 1 and 2) of the scooter 100 a transmissiondevice 1 or, more briefly, a transmission of the motion from thecrankshaft to the hub of the rear wheel 105 is provided.

The herein described transmission is of the synchronous or nearlysynchronous type, and it uses a pair of pulleys kinematically connectedby a annular belt, preferably a toothed belt on toothed pulleys or ahigh performance belt, for example of the Stretch Fit® type or the like.

It is to be meant that what described hereinafter can be applied whollyor partially even to an equivalent synchronous transmission of othertype, for example a pinion-chain-toothed wheel transmission.

By referring to the present example, the transmission 1 has a container109 which receives inside the transmission elements which will bedescribed hereinafter with greater details. The container 109 isconnected to the engine block 107 by creating a tunnel-like casingcontaining the crankshaft 2 and all transmission elements connectedthereto.

Moreover, the container 109, on the exposed side of the motorcycle 100,is closed by a cover 110 of the transmission 1, substantially extendingfrom the engine 106 to the hub shaft 75 of the driving wheel 105. Thecover 110 is fastened to the container 109 by means of suitable bolts111. Openings, slits, air intakes for accessing and/or cooling down thetransmission elements through said cover 110 could be provided.

The cover 110 is rested upon a fastening edge 112 of the container 109,equipped with fastening seats 113 for said bolts 111 and additionalseats of front connection 114, with a hinge connection of axis A toallow the engine block 107 and the transmission 1 to oscillate, and rearconnection 115, connected to a rear suspension 116, for connecting thecasing 109 and the whole transmission 1 to the frame of the vehicle 100.

Such transmission is of the several-speed type and of synchronous type1, and it is arranged for connecting the crankshaft 2, which receivesthe motion from the movement of one or more pistons, to the hub shaft75, by considering that these two shafts are parallel therebetween andplaced at a prefixed distance. The hub shaft 75, at one distal endthereof, is equipped with a pinion 76 connecting to the rear wheel 105.

They are both perpendicular to the median plane of the vehicle, definedby the rotation plane of the front and rear wheels. It is further to bemeant that the use of this type of transmission is not limited to theherein represented two-wheel scooter, but it can be extended to ascooter with a pair of front wheels or to a scooter with four wheels.

By referring to FIG. 3 and to the subsequent figures, the transmissionis herein designated as a whole with 1 and it comprises a crankshaft 2comprising a crank 3 thereto a connecting rod 4 is connected whichreceives the motion by a not represented piston; however, it is to bemeant that such transmission could be applied even to several-cylinderengines.

The crankshaft 2 extends from both sides of the crank: in the directionopposite to the transmission the crankshaft will be connected, by way ofexample, to an electric engine-generator, in case but not exclusivelyfor an operation of hybrid type, and to a cooling valve.

In the direction of the transmission, the crankshaft comprises astarting centrifugal clutch 5, which is useful to manage the starting ofthe vehicle from standstill.

In fact, the rotation of the crankshaft 2 puts in rotation the small hub6 of the shaft and the mass-bearing plate 7 connected thereto, whichdrugs into rotation two clutch masses 8 (FIG. 8) which tend to move awaytherefrom due to the effect of the centrifugal force acting thereon, inopposition to clutch springs 9.

Once reached the defined rotation regime, the masses 8, through thefriction material placed on the outer periphery thereof, transmit themotion to a first clutch housing 10, which is stiffly keyed on a bushing11 assembled on clutch bearings 12 in order to guarantee the rotationbetween crankshaft 2 and housing 10 when the clutch is in the idleposition.

Moreover, a driving pulley 13 is arranged on the bushing 11, this pulleysurrounding the distal end thereof and which is stiffly keyed thereto.The driving pulley 13 (FIG. 7) has a mobile coupling element 14, shapedlike a crown and inserted inside thereof, that is between the pulley 13and the bushing 11, and capable of sliding with respect to the distalend of the shaft 2 thereabout it is slidingly put, so as to be free totranslate in opposition to a pre-loaded spring 15 arranged between thedriving pulley 13 and the distal end of the mobile crown 14.

On the distal end of the crankshaft 2 a fixed coupling element 77 isinstead provided, integral thereto, with respect thereto said mobilecoupling element 14 slides.

The two mobile and fixed coupling elements, which can be slidingly andaxially controlled to engage and disengage, so as to connect directlythe driving pulley 13 to the crankshaft 2 by excluding the centrifugalclutch 5, constitute a coupling between the crankshaft 2 and the drivingpulley, with the function of excluding the centrifugal clutch of thepresent transmission.

The fixed coupling element 77 has a first axial toothing 78 projectingoutwardly and radially; the mobile coupling element 14 has both a secondaxial toothing 79 projecting inside thereof and radially, and it isintended for coupling with said first axial toothing 77, and a thirdaxial toothing 21 projecting outwardly and radially (FIG. 9).

Under axial toothing a toothing is meant whose teeth extend according toan axial direction on the belonging element, arranged for coupling bysliding in an axial direction with the teeth of a complementary axialtoothing.

The driving pulley 13, in turn, has a fourth axial toothing 22 which isintended to couple with said third axial toothing of the mobile couplingelement 14. It has a cup shaped element 16, rested on a peripheral edgethereof and so as to project outside the driving pulley 13, coaxialthereto, and capable of pushing, if forced in this direction, on themobile coupling element 14 thus by making the second axial toothing 79and the third axial toothing 21 to slide with respect to the first axialtoothing 78 and to the fourth axial toothing 22, respectively.

The cup shaped element 16 acts as first actuation button 16 orengagement button.

The configuration is so that, when a pressure is not exerted on thefirst actuation button 16, the mobile coupling element 14 translatescoaxially to the crankshaft 2 by moving away from the bushing 11, pushedby the force of the preloaded spring 15. Such translation determines thecoupling of the first toothing 78 of the fixed coupling element 77,integral to the crankshaft 2, and of the second toothing 79 of themobile coupling element 14, whereas the third axial toothing of themobile coupling element 14 and the fourth axial toothing 22 of thedriving pulley 13 are always engaged therebetween, but they allow to themobile coupling element to slide with respect to the driving pulley 13by implementing a prismatic coupling.

Therefore, by leaving free the first actuation button 16 a directmechanical connection between the crankshaft 2, the fixed couplingelement 77, the mobile coupling element 14 (due to the first and thesecond axial toothing 78, 79) and the driving pulley 13 (due to thethird and the fourth toothing 21, 22) is determined and, under suchoperating condition, the driving pulley 13 is dragged into rotation bythe crankshaft 2 whatever the rotation regime of the latter may be, thatis whatever the operating state of the centrifugal clutch 5 may be.

In this operating state, even the bushing 11 is dragged into rotation bythe driving pulley 13, even if it does not receive the motion by thecentrifugal clutch 5: it can rotate freely on the bearings 12 even ifthe rotation regime thereof to say the truth is equal to that of thecrankshaft 2, but wrenches in the transition phase are avoided. On thecontrary, if the centrifugal clutch 5 is engaged, the rotation regimethereof is equal to that of the crankshaft 2 and of the driving pulley13.

This operating state, as it will clearly appear here below in thepresent description, corresponds to the second, third and fourth speed,that is to any higher speed than the first speed, wherein one wishesthat the driving pulley 13 transmits the motion to the driving wheel105, regardless the rotation regime of the crankshaft 2, then even belowthe threshold which would determine the disengagement of the centrifugalclutch 5.

On the contrary, if the first actuation button 16 is pressed, the mobilecoupling element 14 is pushed in the direction of the bushing 11 inopposition to the action of the preloaded spring 15, by disengaging thefirst and the second axial toothing 78, 79 and then by disengaging thedriving pulley 13 from the crankshaft 2. In this state, the mobilecoupling element 14 can receive and transmit the motion given to it bythe bushing 11 through the centrifugal clutch 5. In fact, the bushing 11is released from the crankshaft 2 thanks to the bearings 12.

This state corresponds to the first speed or the idle state, thecentrifugal clutch 5 determining the passage from one to the other oneand viceversa depending upon the rotation regime of the crankshaft 2.

Therefore, by summing up, in the first speed the centrifugal clutchoperates normally, by allowing the motion transmission and the startingof the motorcycle 100 above a predetermined rotation regime of thecrankshaft 2, wherein the centrifugal clutch 5 causes its ownengagement.

In the second speed, and in the subsequent speeds the centrifugal clutch5 actually is excluded from the kinematic chain, as the motion istransmitted by the crankshaft 2 directly to the driving pulley 13,regardless the rotation regime of the crankshaft 2, therefore even belowsaid threshold wherein the centrifugal clutch 5 is not engaged.

FIG. 7 represents this second state, with a gap between distal end ofthe bushing 11 and proximal end of the mobile coupling element 14.

The driving pulley 13 instead is useful to transmit the motion from thecrankshaft 2 to the axis of a driven pulley 17 which constitutes theinput of the real gearbox.

The two driving 13 and driven 17 pulleys are toothed and they areconnected by a synchronous belt 18 with a fixed transmission ratio. Theside containments of the belt 18 are mounted on this driving pulley 13in order to optimize the transmission performance (FIG. 10).

To this regard, a control lever 20 is provided to exert a pressure onthe first actuation button 16, that is on the engagement button.

Therefore, upon starting in the first speed, the control lever 20 isactive, it pushes on the first actuation button 16 and thus on thecrown-like mobile coupling element 14, so as to disengage between themthe first and the second toothing 78, 79.

From the second speed on, the lever 20 moves away from the firstactuation button 16 and it does not exert any pressure, in a notintervening position.

This implements the possibility of running at lower engine rotationregimes than those upon connecting the clutch 5, an impossible procedureon all systems with automatic centrifugal clutch, including CVT systems.

The lever 20, on this regard, has a pressing end 24 and it isoscillating with respect to a fulcrum 25 integral to a fixed portion ofthe transmission, thus to the container 109 (FIG. 4). The way in whichthe control lever 20 is actuated will be described hereinafter.

As previously explained, the annular belt 18 which is wound on thedriving pulley 13 implements a synchronous connection, as it is toothed,and it requires the presence of a fixed tensioner 30, arranged in thelower branch of the belt 18 (FIG. 10A), arranged outside the ring formedby the belt 18 and pressing towards the inside of the ring itself.

This belt 18 is required for transmitting the motion from the axis ofthe crankshaft 2 to the axis of the gearbox input, placed in the area ofthe rear wheel 105.

The transmission ratio is fixed and the tensioner 30 has to keep aconstant load under all use conditions.

As already highlighted, it is to be noted that it is not strictlynecessary that the belt 18 has to be toothed, as there are so-calledhigh transmission performance belts, that is substantially synchronousor almost synchronous, with or without tensioning device 30.

The latter (FIG. 10) has an eccentricity in the central fasteningthereof: the tensioning device 30 has a fixed pin 31, integral to afixed portion of the transmission, whereon a circular and eccentricsupporting element 32 is assembled, which forms a circular peripherywhereon a tensioner bearing is assembled, whereon, in turn, a pressingwheel 34 is assembled, positioned so as to exert a pressure between thesmooth outer periphery thereof 35 on the tooth outer face 36 of the belt18.

The fixed pin 31 is arranged eccentric with respect to the supportingelement 32, so that, by rotating the latter during assembly, it ispossible to move the wheel 34 by loading the belt 18.

The fixed pin 31 is of the screw type and, once tightened, it locks thesupporting element 32 in the wished operating position thereof.

If released, the fixed pin 31 allows again the rotation of thesupporting element 32 thus by moving away the pressing wheel 34 from thebelt 18, by making easy, for example, the replacement thereof at the endof its life cycle. Then, it is sufficient to reposition the eccentricsupporting element 32 in the maximum tensioning position thereof.

The driven pulley 17 is a toothed pulley too, or of other type dependingupon the selected belt. It transmits the motion from the belt 18 to aninput clutch 40 (FIGS. 11 and 12) which performs materially the speedshifts.

The input clutch 40 is a clutch of the disc type and it comprises asecond clutch housing 41 connected to the driven pulley 17. The inputclutch 40 transmits the motion to a primary shaft of the gearbox 51 thedistal end thereof, facing towards the cover 110 of the transmission 1,is connected to a clutch hub 42.

The second clutch housing 41, too, is assembled on the primary shaft ofthe gearbox 51 by means of a pair of first clutch bearings 37, thanksthereto the rotation of the shaft 51 does not affect the clutch housingand vice versa.

Inside the housing 41 two clutch discs of the input clutch 40 areincluded: a more external first clutch disc 38 is connected to thehousing 41, whereas a second clutch disc 39 is faced thereto moreinternally. It is connected and integral to an inner disc-pushingelement 44, which surrounds and includes the clutch hub 42 thereto it isconnected. The inner disc-pushing element acts axially on the clutchdiscs 38, 39 by opening and closing them.

A clutch cover 26 is connected to the first clutch disc 38, which coverencloses the space included in the second clutch housing 41 and supportsthe disc-pushing elements which will be described hereinafter.

To this regard, a clutch spring 46 is positioned between the clutch hub42 and an inner disc-pushing element 45 covering and towering above theclutch hub 42. At the distal end of the primary shaft 51, thus at therotation centre thereof, the outer disc-pushing element 45 comprises asecond actuation button 48 assembled on a second clutch bearing 49 whichreleases it from the rotation of the outer disc-pushing element 45.

Onto the second actuation button 48 a pressure can be exerted whichdetermines the detachment of the input clutch 40.

The clutch discs 38, 39, usually, are closed due to the effect of theload of the clutch spring 46. The motion is then transmitted by thedriven pulley 17 to the housing 41 and to the discs 38, 39, andtherefrom to the two disc-pushing elements 44, 45 and to the clutch hub,and then to the primary shaft 51.

When a pressure is exerted on the second actuation button 48, thispushes towards the distal end of the primary shaft 51 the outerdisc-pushing element 45: through the inner disc-pushing element thesecond clutch disc 39 is moved away from the first clutch disc 38, thusby interrupting the kinematic continuity between second clutch housing41 and clutch hub 42.

The pressure on the actuating button is obtained by means of a clutchlever 47 the clutch fulcrum 27 thereof is connected to a fixed portionof the transmission 1, that is to the container 109 or to thetransmission cover 110, analogously to what described for the controllever 20.

The clutch lever 47 exerts a pressure through a pressing operating end28, pressure which opposes to the load of the clutch spring 46 whichdefines the dragging load of the clutch 40.

The actuation of the clutch lever 47 will be described in greater detailhere below in the present description.

By referring to FIGS. 23 and 24, on the input clutch 40, between it andthe clutch lever 47, an adjustment of the clearance between the pressingoperating end thereof 28 and the second actuation button 48 connected tothe outer disc-pushing element 45 is provided.

Such adjustment is obtained by means of a clearance-adjusting element 90which allows to adjust an assembly clearance defined and in caseadjustable in time for maintenance. Such adjustment allows to set tozero the assembly clearances, due to the tolerances and in time thepossible wears which could modify the timing between actuator and clutchitself. Once adjusted this intervention point, it follows that theactions of the device actuating the speeds, which will be describedhereinafter, will be always synchronized and phased in the same way andwith the margins provided by the tolerance on the actuation clearance.

The clearance-adjusting element 90 provides a locking nut 29, assembledon said operating end 28 at a threaded hole 43, which is useful toassemble an adjusting screw 92 inserted in said nut 29 and in said hole43.

The axial position of the adjusting screw 92 can be manoeuvred simply byacting, with a suitable wrench, on its head 93, so as to adjust theincidence of the operating end 28 by regulating the wished clearance.

In fact, by variating the axial position of the adjusting screw 92 theresting terminal thereof 94, interfering with the second actuationbutton 48 assembled on the second clutch bearing 49 (FIG. 24), istranslated.

The input clutch 40 is arranged for driving a mechanical speedtransmission 50, the number of ratios thereof is not constraining. Inthe scheme which will be described hereinafter four ratios are provided.

The used gearbox scheme provides a primary axis and two secondary axes,and a final hub shaft, that is the wheel axis. This scheme can be themost suitable one for the type applying to a scooter, due to compactnessin axial direction and versatility in managing ratios.

The gearbox 50 then comprises: a primary shaft 51, already mentionedwith reference to the input clutch 40 which transmits to it the motion,with an input gearwheel 60 which is connected to the clutch hub 42; afirst secondary shaft 52 which is assigned to the first and third speedby means of a first running toothed wheel 61 and a third running toothedwheel 63 with different diameters, with a respective first outputgearwheel 71 for engaging with the hub shaft 75 connected to the reardriving wheel 105; a second secondary shaft 53, intended to the secondand fourth speed with a second running toothed wheel 62 and a fourthrunning toothed wheel 64, with output gearwheel 72 for engaging with thehub shaft 75 connected to the rear driving wheel 105; and at last thealready mentioned hub shaft 75 which supports an output toothed wheel 73with big diameter, so as to implement an additional reduction in thetransmission ratio at the hub shaft 75.

The above-mentioned toothed wheels 61, 62, 63 and 64 of the first,second, third and fourth speed, respectively, are assembled freely onthe respective secondary shaft 52, 53 so that they can rotate withrespect thereto, by remaining in a fixed and predetermined axialposition, and they are respectively engaged with a first running pinion54, a second running pinion 55, a third running pinion 56 and a fourthrunning pinion 57 arranged fixed and integral to the primary shaft 51,for transmitting the first speed (first toothed wheel 61 of the firstsecondary shaft 52 and first pinion 54 of the primary shaft 51), of thesecond speed (second toothed wheel 62 of the second secondary shaft 53and second pinion 55 of the primary shaft 51), of the third speed (thirdtoothed wheel 63 of the first secondary shaft 52 and third pinion 56 ofthe primary shaft 51) and of the fourth speed (fourth toothed wheel 64of the second secondary shaft 53 and fourth pinion 57 of the primaryshaft 51), with a transmission ratio decreasing from the first to thefourth speed due to the different diameters of the respective toothedwheels 61, 62, 63 and 64 of the two secondary shafts 52, 53 and of thepinions 54, 55, 56, and 57 of the primary shaft 51 (FIG. 13B).

It is to be meant that, when they are not engaged, the toothed wheels61, 62, 63 and 64 rotate dragged by the pinions 54, 55, 56, and 57without transmitting the motion to their own secondary shafts 52, 53.

To this regard, respective first sliding coupling 65 and second slidingcoupling 66 act on each secondary shaft 52, 53, the couplings beingcontrolled in axial translation with respect to the secondary shafts 52,53 by a corresponding first coupling fork 67 and second coupling fork68.

The sliding couplings 65, 66 are wheels which have, on their ownrespective inner crown placed around the respective secondary shaft 52,53, a first spline coupling 131 and a second spline coupling 132 (FIG.14C), respectively, in engagement with corresponding splines formed onthe respective secondary shaft 52, 53. It is to be meant that saidsliding couplings 65, 66 are free to rotate with respect to theircoupling forks 67, 68.

The coupling forks 67, 68 are equipped with a cam transferring end 69which are manoeuvred by means of a desmodromic drum 70 having acylindrical surface 79 whereon one single desmodromic track 19 isformed.

The first sliding coupling 65 has first coupling pins 133 and secondcoupling pins 134 on the opposite sides thereof, projecting in axialdirection respectively in the direction of the first toothed wheel 61and the third toothed wheel 63.

Analogously, the second sliding coupling 66 has third coupling pins 135and fourth coupling pins 136 on the opposite sides thereof, projectingin axial direction respectively in the direction of the second toothedwheel 62 and of the fourth toothed wheel 64.

With the axial sliding motion of the respective sliding couplings 65, 66the pins 133, 134, 135 and 136 are intended to engage in the toothedwheels 61, 62, 63 and 64 thereto they are facing, the latter wheelshaving first coupling recesses 137, second coupling recesses 138, thirdcoupling recesses 139 and fourth coupling recesses 140, respectively.

According to the herein described operation principle, the cam followerends 69 of the coupling forks 67, 68 are constrained to follow the pathdefined by the track 19 implemented in the desmodromic drum 70, duringthe rotation thereof.

The actuation of the desmodromic drum 70, which rotates by an angularamount varying depending upon the speed to be selected, leads to atranslation in axial direction of the forks 67, 68.

Each one of the two forks 67, 68 is connected to a selector element 65,66, one per each secondary shaft of the gearbox which in turn is keyedto its own shaft by means of a grooved profile 131, 132. The adoption ofa coupling with grooved profile allows to transmit the rotary motion andat the same time it allows the translation in axial direction of theselector element.

Each selector element on each face is equipped with projections, inparticular four, suitably shaped to insert in corresponding recesses,suitably implemented on the toothed wheels assembled on the twosecondary shafts of the gearbox, divided as follows: I and III speed onone shaft, II and IV on another one.

Each time, depending upon the selected speed, the selector element willmove on one side or on another one. Upon each gearwheel shift, bothselector elements will move by engaging or disengaging the responsiblespeed.

For example, in the speed passage from the I^(st) to the II^(nd) ratio,the selector element 65 placed on the first one of the two secondaryshafts of the gearbox will move from the engagement position to theneutral one, at the same time the selector element 66 assembled on thesecond secondary shaft of the gearbox will move from the neutralposition to the engagement position, by keying the toothed wheel 62related to the II^(nd) speed to its own secondary shaft, that is theprojections of the selector element will enter the recesses implementedon the toothed wheel of the II^(nd) speed.

Since, as said, the actuation of the selectors is contemporary andspecular, it is possible to implement a desmodromic drum equipped withone single track capable of actuating all four speeds. All this to theadvantage of the simplicity of the layout of the solution and of theimplementation inexpensiveness.

It is to be noted that the coupling forks 67, 68 are identical betweenthem and with symmetrical sides, they are rotated one with respect theother one by 180°, with a greater construction simplicity. Even thesliding couplings 65, 66 are equal therebetween.

The profile of the desmodromic track 19 is represented in FIG. 14B: S1designates the representation of the track 19 from the point of view ofthe first coupling fork 67 acting on the first secondary shaft 52, andS2 designates the representation of the track 19 from the point of viewof the second coupling fork 68 acting on the second secondary shaft 53.

C1 and C2, respectively, designate the cams' profiles which will bedescribed hereinafter with greater details, controlling the clutch lever47 and the control lever 20, respectively.

1 a, 2 a, 3 a and 4 a designate the speed engagement from the first oneto the fourth one, F designates an idle status, wherein the transmissionof the motion from the driven pulley to the primary shaft 51 does notoccur, through the synchronizing device 40 (FIG. 14B).

The track paths S1 and S2 are formed, in the present embodiment example,from one single peripheral track 19 which is divided into fourth tracts,each one with a width of 90°.

It then comprises two central opposite tracts, which follow a neutralperiphery, and two opposite tracts staggered therebetween and withrespect to the two central tracts, still with a peripheral course. Suchtracts are connected therebetween by respective ramps.

In particular, each ramp comprises an ascending tract, a linear tractextending from a maximum point of the ascending tract, and a descendingtract extending from the linear tract, wherein the ascending tract, thelinear tract and the descending tract define a substantially trapezoidalprofile.

From the tracks S1 and S2 the translations of the sliding couplings 65,66 with respect to the respective secondary shafts 52, 53, determiningthe speed engagement, are deduced. The engagement of each speed isalternated by an idle status.

By referring to FIG. 14B, the first sliding coupling 65 and therespective first coupling fork 67 are translated axially when thecorresponding cam follower end 69 moves in the staggered tracts of thetrack 19 which moves it in the direction of the first and the thirdtoothed wheel 61, 63. On the contrary, when this cam follower end 69 isin the central tracts the first secondary shaft 52 does not transmit themotion.

Analogously, when the second sliding coupling 66 and the respectivesecond coupling fork 68 are translated axially, the corresponding camfollower end 69 moves in the staggered tracts of the track 19 whichmoves it in the direction of the second and the fourth toothed wheel 62,64. When this cam follower end 69, instead, is in the central tracts,the second secondary shaft 53 does not transmit the motion.

In this example, the cam follower ends 69 of the coupling forks 67, 68are spaced apart by an arc of 90° on the desmodromic drum.

It is to be noted that the hub shaft 75, the two secondary shafts 52, 53and the primary shaft 51 have axes parallel therebetween, grouped at therear wheel 105.

Even the rotation axis of the desmodromic drum 70 is parallel to theaxes of the previously mentioned shafts.

As it will be described in more details hereinafter it is actuated by anactuator 80 which will be described hereinafter.

The used gearbox scheme provides some possible variants which will bedescribed by referring to figure (see FIG. 14A).

Scheme A: four ratios with constant delta revolution ratio scale. It isthe simplest and most compact solution: it provides two pairs ofidentical gearwheels between first secondary shaft and second secondaryshaft, with two sliding couplings and coupling forks identicaltherebetween and one single track for defining the gearwheels on thedesmodromic drum.

Scheme B: it is the solution shown in relation to the herein describedembodiment example, it provides four ratios with progressive deltarevolution ratio scale. The solution provides an identical pair of(first and second) gearwheels between first secondary shaft and secondsecondary shaft; two sliding couplings and two coupling forks identicaltherebetween and one single track for defining the gearwheels on thedesmodromic drum.

Scheme C: solution with four ratios with constant delta revolutions anddouble clutch: this possible variant provides the use of a double clutchfor shifting speed, which can be useful for passing between gearwheelswithout torque holes from one gearwheel to the other one. It providesdue sliding couplings and two coupling forks identical therebetween andtwo distinct tracks implemented on the cylindrical surface of one singledesmodromic drum.

Scheme D: solution with six progressive delta revolution ratios. Thisvariant provides the adoption of six gearwheels. The same scheme can beproposed with constant or progressive delta revolution ratios.

As it clearly results from the scheme of actuations, due to the effectof the previously described geometry the two tracks of the secondaryshafts (S1 and S2) result to be identical but staggered by 90°, thisthanks to the used gearbox scheme. Therefore, by positioning the twocoupling forks 67, 68 on a desmodromic track 19 staggered by 90° of thedesmodromic drum 70, the possibility is obtained of having the twocoupling forks 67, 68 equal therebetween and one single track on thedesmodromic drum 70, with a higher constructive convenience.

The electromechanical actuator 80 has the purpose of defining, for eachgearwheel shifting procedure, the opening of the rear clutch by means ofthe dedicated clutch lever 47, the movement of the two coupling forks67, 68, by disengaging the ongoing gearwheel and by engaging thesubsequent or the previous one, the re-closing of the clutch 40.Moreover, the actuator 80 is arranged to actuate the control lever 20 ofthe front centrifugal clutch 5 in the first speed. In this way, by usingone single rotating electric engine, all these procedures aresynchronized.

The electromechanical actuator 80 comprises a rotating electric motor81, suitably fed by means of a control unit in order to make the motoraxis to rotate according to both rotation directions. It is to be notedthat the rotation axis of the electric motor is perpendicular to theaxes of the primary 51, secondary 52 and 53 and hub 75 shafts.

On the rotative output of the electric motor 81 a pair of gearwheels 82,83 is provided for reducing the transmission ratio outgoing from themotor, gearwheels with parallel axes, controlling a first actuator shaft84 by means of an engagement of irreversible type allowing a greaterprecision and less influence of the clearances. The opposite ends of theactuator shaft 84 are supported by first actuator bearings 95. The axisof the first actuator shaft 84, too, is perpendicular to the axes of theprimary 51, secondary 52 and 53 and hub 75 shafts, and this allows areduction in the overall dimensions.

The first actuator shaft 84 is engaged to an actuator pinion 96 whichcontrols, with a suitable reduction ratio, a second actuator shaft 85perpendicular to the previous one and then it is parallel to the axes ofthe primary 51, secondary 52 and 53 and hub 75 shafts.

It extends on both sides of the actuator pinion 96 to control both thepreviously described desmodromic drum 70 and a cam set which actuatesthe clutch 47 and control 20 levers, with a pair of second actuatorbearings 97 arranged on the side of the cam set.

The desmodromic drum 70 is on the side of the transmission 1corresponding to the internal combustion engine and to the rear wheel;said cam system, together with said levers 20, 47, is on the side of thetransmission 1 covered by the cover 110, wherein there is thesynchronizer device 40 too.

The desmodromic drum 70 is controlled by a first actuator toothed wheel98 which is keyed directly on the second actuator shaft 85; it isengaged to a second actuator toothed wheel 58 positioned between theactuator 80 and the gearbox 50, which controls directly in rotation athird actuator shaft 59 fastened to the base of the desmodromic drum 80which thus is suitably rotated.

In the present example, the transmission ratio between the second andthe third actuator shaft 85, 59 is 1:1, thus a rotation angle of 90° ofthe desmodromic drum 70, and then then a gearwheel shifting (FIG. 14B),corresponds to a rotation angle of the first (or the second) actuatorwheel 98 of 90°. This in case of a four-speed gearbox.

Therefore, the engagement of a precise gearwheel corresponds to eachposition of the first actuator toothed wheel 98 staggered by 90°. Tothis regard, then, it is possible to provide a feedback signalindicating the engaged gearwheel, determined by the rotation of theactuator 80.

Therefore, the first actuator toothed wheel 98 comprises a plurality ofmagnets 119 N and S, in particular four magnets (two per polarity)arranged alternated and spaced apart on a single periphery of an arc of90°.

It is to be meant that, in a three-speed solution, three magnets couldbe sufficient. The magnets 119 N and S are arranged on the side of thewheel 98 wherein it is connected to the second actuator shaft 85.

On this side, inside an actuator casing 99 extending for the wholeextension of the second actuator shaft 85, there is a detection board120 which comprises a pair of Hall sensors 121, arranged on a peripherycorresponding to that of the magnets 119, and separated by an arc of90°.

The actuator casing 99 (FIG. 18) is integral to the container of thetransmission 109, as well as the board 120, which is connected to acontrol unit, which receives said feedback signal, by means of aconnector 122 (FIG. 22). The board 120 comprises even other chips whichcarry out other functions assigned thereto.

The Hall sensors 121 are capable of detecting the polarities of themagnets of the first actuator toothed wheel 85, as each one thereofproduces a peak signal with different polarity according to the polarityof the magnet 119 which passes nearby. By translating the signal whichcorresponds to N with 0 and the signal which corresponds to S with 1 (orviceversa), the pair of sensors 121 provides a binary signal accordingto the table of FIG. 22 (N-N; N-S; S-S, S-N) which as a whole can assumefour distinct values, each one thereof will correspond to a speed.

In this way, which is wholly passive and it depends only upon therotation of the cam actuator of a synchronizer, it is possiblegenerating a signal representing the engaged gearwheel, which could beused for any purpose, in particular it could provide an indication ofthe really engaged gearwheel to one or more control units.

On the other side of the actuator pinion 84, on the end of the secondactuator shaft 85 there is a cam set 86 which comprises a first cam 87formed on the periphery of a first cam disc 88 arranged adjacent to theactuator pinion 84.

The first cam 87 is fixed bot radially and axially, that is it isimmobile with respect to the actuator casing 99 thereto it isconstrained.

The cam profile of such first cam 87 has four peaks and four valleys,each one spaced apart by 90°, the valleys corresponding to a respectivespeed from the first to the fourth, thereto the magnets 119 of the firstactuator toothed wheel 98 will equally correspond; the peaks, as it willbe seen shortly, instead, correspond to the idle positions F (FIG. 14B).

The cam set 86 further comprises a cam follower 89 having a cam followerbushing 123 put on the top of the second actuator shaft 85, which isconstrained thereto from the rotational point of view, but it is axiallymobile therealong thanks to one or more not represented axial ribs,which form a prismatic pair.

The cam follower 89 further comprises a second cam disc 126 having twoopposite faces, one faced towards the first cam 87 and having a camprofile analogous to the one of the first cam 87, but it is specular,that is it has four peaks and four valleys each one spaced apart by 90°,the valleys corresponding to a respective speed from the first one tothe fourth one, thereto the magnets 119 of the first actuator toothedwheel 98 will equally correspond; the peaks, as it will be seen shortly,instead correspond to the idle positions F (FIG. 14B).

Therefore, the cam follower 89 moves away from the actuator pinion 84when it is necessary to obtain an idle status F by pressing at the sametime the second actuation button 48 of the input clutch 40, to interruptthe transmission of the motion from the driven pulley 17 to the primaryshaft 51, and by acting on the sliding couplings 65, 66 of the gearbox50 through the rotation of the desmodromic drum 70.

Analogously, the cam follower 89 approaches to the actuator pinion 84when any gearwheel is engaged, that is when the second actuation button48 has not to be pressed to allow the transmission of the motion fromthe driven pulley 17 to the primary shaft 51.

In order to obtain this approaching or return it will be necessary toarrange a return mechanism of conventional type, for example on theclutch lever 47.

In order to obtain said pressure on the second actuation button 48, onthe face of the second cam disc 126 opposite to the profile of the camfollower it has an actuating projection 127 which represents anextension of the second actuator shaft 85 but which is mobile withalternated motion in response to the interaction between first cam 87and cam follower 89.

The actuating projection 127 acts directly on an actuation end 125 ofthe clutch lever 47, opposite to the second pressing end 28, byobtaining the oscillation of the clutch lever 47 upon each gearwheelshifting, to determine the idle status F and the gearwheel shiftingdriven through the desmodromic drum 70.

This oscillation is represented by the track C1 in FIG. 14B.

Moreover, on the face of the second cam disc 126 opposite to the profileof the cam follower the second cam disc 126 has an additional camprofile determining a second cam 128 on such face. Such profile has aprojection corresponding to the engagement of the first speed and itacts on an actuation end 124 of the control lever 20 opposite to thefirst pressing end 24, by obtaining the oscillation of the control lever20 which then could act on the first actuation button 16, acting asactuation button too, which allows the effective detachment of thecentrifugal clutch 5 on the crankshaft 2, but only in the first speed,as previously described.

This oscillation is represented by the track C2 in FIG. 14B.

To the above-described synchronous transmission a person skilled in theart, in order to satisfy additional and contingent needs, couldintroduce several additional modifications and variants, all howevercomprised within the protection scope of the present invention, asdefined by the enclosed claims.

1. A high performance synchronous transmission to be used aboard amotorcycle for transmitting the motion generated by an engine to adriving wheel, between a crankshaft and a hub shaft paralleltherebetween and perpendicular to the median plane of the motorcycle,comprising on the crankshaft a centrifugal clutch, for the automaticengagement of the first speed above a predetermined rotation regime, anda driving pulley apt to transmit the motion through a subsequentkinematic chain, comprising: a coupling between crankshaft and drivingpulley which connects them directly, by determining with its ownengagement the exclusion of said centrifugal clutch, said coupling beingcontrolled in disengagement when a control lever is in active position.2. The synchronous transmission according to claim 1, wherein saidcontrol lever is adapted to be moved from an active position,corresponding to the first speed, to an inactive position, correspondingto any other speed, and vice-versa.
 3. The synchronous transmissionaccording to claim 1, wherein a first actuation button, shaped like adome, is slidingly put on the distal end of the crankshaft and it isrested upon a distal end of a mobile coupling element of said coupling,said operating end of the control lever acting in pressure on said firstactuation button in the active position of the control lever bydisengaging the coupling.
 4. The synchronous transmission according toclaim 1, wherein said coupling is formed between said driving pulley anda corresponding distal end of the crankshaft.
 5. The synchronoustransmission according to claim 4, wherein said coupling comprises,between said distal end and the driving pulley surrounding it, a mobilecoupling element, shaped like a crown and inserted inside thereof,capable of sliding with respect to the distal end of the shaftthereabout it is slidingly put, so as to rotate freely in opposition toa preloaded spring arranged between the driving pulley and the distalend of the mobile coupling element; and a fixed coupling element on thecrankshaft, with respect thereto said mobile coupling element slides byimplementing the engagement which determines the exclusion of thecentrifugal clutch.
 6. The synchronous transmission according to claim5, wherein the fixed coupling element has a first toothing projectingoutwardly and radially; the mobile coupling element has both a secondtoothing projecting inside thereof and it is intended to couple withsaid first toothing, and a third toothing projecting outside, apt toengage in said mobile pulley.
 7. The synchronous transmission accordingto claim 5, wherein a first actuation button, shaped like a dome, isprovided, rested on a peripheral edge thereof of the mobile couplingelement and so as to project outside the driving pulley, and capable ofpressing, if pressed, on the mobile coupling element thus by making themobile coupling element to translate away from the fixed couplingelement, the first actuation button acting as actuation buttonpreventing the exclusion of the centrifugal clutch.
 8. The synchronoustransmission according to claim 7, wherein the first actuation button,if not stressed, determines that the mobile coupling element translateswith respect to the crankshaft pushed by the force of the preloadedspring, by causing that the fixed coupling element couples with themobile coupling element.
 9. The synchronous transmission according toclaim 1, wherein the mobile coupling element and the driving pulley areconstrained by a prismatic coupling allowing the mutual translationthereof.
 10. The synchronous transmission according to claim 1, whereinthe lever has a pressing end and it is oscillating with respect to afulcrum integral to a fixed portion of the transmission due to theeffect of a cam acting on the opposite end of the lever.
 11. Thesynchronous transmission according to claim 1, comprising: a wheel,keyed on an actuator shaft, equipped with a plurality of magnets withdifferent polarity; and a detection board facing said wheel, equippedwith a pair of sensors apt to detect the polarity of the magnets of saidwheel which are in a corresponding position, each speed corresponding toan angular position of said wheel and to the polarities detected by bothsensors.
 12. The synchronous transmission according to claim 11, whereinsaid pair of sensors is a pair of Hall sensors.
 13. The synchronoustransmission according to claim 11, wherein said wheel comprises fourmagnets, two per each polarity, arranged alternated and spaced apart ona single circumference of an arc of 90°.
 14. The synchronoustransmission according to claim 13, wherein said detection boardcomprises said pair of sensors, said sensors being arranged on acircumference corresponding to that of the magnets, and separated by anarc of 90°.
 15. A motorcycle comprising propulsion unit arranged in aposition below a saddle, inside a chassis extending from a front wheelto a rear driving wheel, which comprises, between said propulsion unitand said rear wheel a transmission according to claim 1, received in acontainer closed, on an exposed side of the motorcycle, by a cover. 16.The synchronous transmission according to claim 6, wherein a firstactuation button, shaped like a dome, is provided, rested on aperipheral edge thereof of the mobile coupling element and so as toproject outside the driving pulley, and capable of pressing, if pressed,on the mobile coupling element thus by making the mobile couplingelement to translate away from the fixed coupling element, the firstactuation button acting as actuation button preventing the exclusion ofthe centrifugal clutch.